Automatic railway signaling apparatus.



J. P. DE BRAAM.

AUTOMATIC RAILWAY SIGNALING APPARATUS. APPLICATION FILED JAN. 30, 1913. 1,1 1 1,522. Patented Sept. 22, 1914.

2 SHEETS SHBET 1.

THE NORRIS PETERS CO. PHOTO-LITHOU \VASHINGTON. n. c.

J. P. DB BRAAM. 'AUTOMATIG RAILWAY SIGNALING APPARATUS. APPLIIGATION FILED JAN. 30, 1913 1,1 1 1 ,522., Patented Sept. 22, 1914.

2 SHEETS-SHEET 2.

114E NORRIS PETERS C0. PHOTO-LITHOQ WASHINGTON. I)v C.

l To all whom it may concern:

NITEDsTATEs PATENT OFFICE.

JAcoUEs'rIEnnn nn BnAAi/r, orrnnrs, FRANCE.

AUTOMATIC RAI W Y SIGNALING APPARATUS.

Specification of Letters Patent, Patented Sept 22, 1914.; Application filed Ianuary 30,1913. Seria1No.745,115.

Be "it known that I, JACQUES PIERRE on BRAAM, subject of the Queenof the Netherlands, residing at 5 Rue Davioud, Par1s,%1n the Republic of France,. have invented new and useful Improvements in Automatic Railway. Signaling Apparatus, of which the following is a specification.

This invention has for its obgect tdprovide an improved mechanismfor operating 1 antomaticwarning and indicating apparatus trolled by the signal at the otherside of the ing to a lever, and the two levers beingflconfor stopping. trains in front of a-Ysignal at danger, of the kind comprising as usual a fixed track detent located at one side of the track rail, and a movable track detent contrack rail, each of-these detents, correspondneoted to a looking or engaging mechanism in such a manner that the application of the brakes or the release of the signalscan be effected only in case both levers are raised.

In existing apparatus" of this type the connection of the two levers is produced by an arrangement of spring bolts which connects the levers or allows them to be ,independent according as the two lever sare raised together, or only one lever is raised. The double bolt is arranged on the shaftor rotary sleeve which effects through gearing, wiring or rodding the application of'the brakes or the release of the signals.

Now according to the presentinvention the locking mechanism which connects the two levers is so'constructed as to constitute ing signals or applying the brakes, and for operating the locking mechanism that con-,

heats the two levers. 2. The hitherto existing gearing, wiring or rodding is dispensed with between the connected levers and-the device for applying the brakes and releasing the warning signals. 3. The entire arrangement of devices (mechanism for locking the levers and mechanism for applying the brakes or releasing the Warning signals) may be assembled in a very small space and completely protected in a? casing from dust, frost etc.

.A practical construction according to this inventionof connecting mechanism between the mechanism" for locking the levers and the mechanism fortaking off and applying the brakes and locking and releasing the warning signals is illustrated by way of example 'in the accompanying drawings in which Figures 1 and l constitute a longitudinal section, and Fig. 2 is a cross section on the line 22 of Fig. 1, of the improved connecting mechanism. I

As shown, the levers a which eflect the disengaging or releasing-operation -for thepurpose of actuating thewarning signals or the brakes by impacting against detents located on the track, are adapted to rotatein a direction opposite to that of the travelof the train,

on pivot pins 0 mounted in arms d-projecting from sleeves f that can rotate on a fixed axle 9. Motion in the reverse direction that is to say,- in the direction of the travel of the train is rendered impossible by the usual means. The levers in their movement cause the 'arms'd to rock. The sleeves "f areseparated fromeach other by a washer or disk It in such a manner as to prevent the rotation of one sleeve from being transmitted to the other sleeve.

Each of the sleeves f carries in a part i of reduced diameter a camk (Fig. 2), and in the path of each cam there is located the end of a lever m fulcrumed on a pin Z. The

levers m m are connected together as shown in Fig. 2 by means of the joint Z in the man ner of a pair of sclssors. m 1s a spring which keeps the upper ends of the levers m normally engaged in a piston 0 that is slidable in a cylinder 1). q is a spring having a tendency to push the piston 0 to the right. The piston 0 has a rod projecting outward to which a pulling member r is attached that leads tothe brake or warning signals.

When the apparatus is at rest the piston 0 is heldby the scissor levers m in the position shown'in Fig. 1. If only one of the levers a is struck by a detent, the'corresponding sleeve f will be rotated and they cam is of said sleeve will cause the corresponding lever m to rock to an extent sufiicient to cause the said lever to move out of the piston 0.

But since the other lever a has not been actuated, the corresponding scissor lever on will remain in engagement in the piston 0 so that the latter will retain its position. If however the two levers are struck simultaneously by track detents, the two scissor levels we will be disengaged by the cams 70 from the piston and the piston 0 will be pushed toward the right by the spring 9 so that the pulling member 1' will be caused to actuate, in the known manner the brakes or the warning signals;

The driver in returning the warning device into its normal position of rest, causes by operating the flexible pulling member, the piston to move back from the right to the left, andthereby returns the apparatus into the position shown in Fig. 1, thereby efi'ecting a rengagement of the scissor levers.- In the improved apparatus a single engaging operation serves for connecting together the levers a and also for operating the brakes or the warningsignals. In this case the gearing, wiring or rodding which has been jhitherto employed between the connected levers when once engaged, and the mechanism for applyingvthe brakes or releasmg the signals, is entirely done away with. The mere action ofconnecting together the levers a produces directly the release of the actuating member 0. Further the mechani'snr for engaging the pulling member connected to the brakes or warning signals is located in the immediate vicinity of the axle carrying the scissor levers, so that the entire apparatus can be easily inclosed in a casing away from frost and dust.

It is to be understood that the apparatus for directconnection of the locking mechanism of the levers a and the gear for applying the brakes and'releasing the warning difi'erent modifications.

l/Vhat I, claim is v 1. In automatic railway signaling appasignals may be constructed in very many ratus of the type specified, the combination with a pair. of independently movable impact levers adapted to be actuated by track detents, a train device controlling member, two levers locking said member in its inoperative position, and means operatively connected toisaid impact levers for-moving'said locking levers into unlocking position when said impact levers are actuated.

2. In automatic railway signaling appa ratus of the type specified, the combination with two independently movable impact levers adapted to bee-operated by track detents on each side of the traclqspring'mechanism for-operating the train brakes and warning signals, two, levers pivoted scissors-fashion each independently engaging saidyspring mechanism, and two rotary cams each adapted to actuate one of said two scissor levers, wl1ereby the actuation of'both impact 1 levers is necessary to fully disengage said spring mechanism tin-order to operate the trainbrakes andwarning signals.

In testimony whereof I have signed my two subscribingwitnesses, a

., JACQUES PIERRE'DE BRAAM.

name tothis specification in the'presence of WVitnesses 1 I 1 Lo IsFAU'rRAT, I'HANSON O. COXEL Copies of this patent may be obtained for five c nts each, addressing the f Commissioner of Patents, 1 I Washington, 0.? i y 

